Carbureter for explosive-engines.



No. 633,800. Patented sept. 2s, 1399.'

y H i. cAsGRAm.

A CARBUBETEH FOB EXPLBSIVE ENGINES.

(Application fil-ed Oct. 1B, 1898.)

2 Sheets-Sheet l,

(No Nudel.)

mi Nouns as r r u no Y Patented sept. 2e, 18919.

yH. L; cAseRAm. l I CABBURETER FDR EXPLBSWE ENGINES.

(Application led Oct. 1S, 1898.) l

Y 2 Shsets-$heet 2.

(No lloklel.)

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f UNITED STATES 1 PATENT 'Ottica-` CARBU REITER FOR EX'PLO'SIVEHENGIN ES.

SPECIFICATION To al. 1071/071@ t '7n/ay con/ecrit.'

Be it known that I, HENRI EDMOND Cas- GRAIN, dentist, a subject of Her Majesty the Queen of Great Britain, residin gat 5l St.`JohuV street, Quebec, Province of Quebec, Canada,

have invented certain new and useful Im" proveniente in Carbureters and I do hereby declare the following to be a full,c1ear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make anduse the same.

This invention relates to carbureters, particularly those for internal-combustion eugines, and I will describe it as adapted to an' engine of that description operated by petroleum-spirit, though I wish it to be understood that its application is not restricted to spirit only, as I may use this inventionfwith even heavy hydrocarbon oils- I One of the objects of the invention is to effect the admixture of the air and fuel and the vaporization of the spirit by pulverization rather than by heat, though I may employheat if I so desire. l

The details and ygeneral form of the'apparatus employed in carrying out this invention may vary; but one way in which it may be practiced will new be described,with reference to the accompanying drawings, in which- Figure lis a verticalcen tral section through Fig. 2 is a plan of a complete carbureter. the carbureter, half in section, on the line 2 2 of Fig. 1. Fig. 3 is an under sideview of they carbureter, half in section, on the line 3 3 ot'v Fig, l. Fig. 4 is a sectional plan on the line i 4 of' Fig. 1, andFig. 5 is a plan of a fan mixing-wheel, at its circumference, employed in the carbureter to pulverize7 or finely divide the oil and to control the oil-valve in thev manner hereinafter described.

Like letters indicate like parts throughout the drawings.

A is a cylindrical vessel communicating by forming part of Letters Patent No. 633,800, dated September 26, 1899. Application led October 18, 189B. Serial Nofdfllll. (Na model.)

per end, affords communication between the passage B-"and the interior of the lower end -oi' the pillar, whence small passages B4 extend laterally through the sides of the pillar and open into the space around it. A screw- B2 is a spindle C, adapted to rotate freely therein and carrying at its upper end a fan mixing-wheel G', which has blades C3 at its circumference, said Wheel almost iillin g the bore of the vessel A, so that none of the explosive mixture passing through the apparatus can escape the action of the fan mixing-wheel. The lower end C2 of the spindle is tapered to constitute a valve which seats itself in the passage-way B3. The construction and mode of operation of this device C C C3 are important features of the present invention, as will hereinafter appear. Around the base of the pillar B2 are airconduits D, extending through the disk B `from the bottom to the top. VA non-return valve E, with three Wings E, encircles the pillar B2 immediately below the passages B4 and rests upon the top tace of the disks, with its wings over the upper ends of the air-conduits. This valve readily rises to permit air to ascend past the pillar B? through the passage-way, which is constricted of the air-current through the apparatus shall be a maximum in that passage way.

air-conduits D to prevent 'any return of air and vapor through them. The extent of its lift is limited by a iiange B5 on the pillar B2, 'and an angular portion B of the pillar passes through a corresponding angular hole E2 in the center of the valve and prevents the valve from rotating out ot its proper position above the conduits D.

The' constricted passage A? is formed by the tube A7, which is mounted in a partition A8, integral with the interior of the casing or vessel A. This tube surrounds the pillar B2 and is concentric therewith and terminates at its lowerportion nearthe passage B4. The upper portionof the tube A7 extends upwardly to a point slightly below the top of the pillar B2.v The diameter of the passage A7 may beV valveE automatically shuts .down over the.

VA minute passage-wayBS, flared at its upplug B6 enables access to be had,when desired, to the passage way B3. Within the pillar around the pillar B2, in order that the speed The rloo 'Y of any suitable size, but as shown it is of considerably less diameter than that of the casing or vessel A.

Air drawn by the engine through the constricted passage A6 around the pillar B2 will raise the fan-wheel C', the extent of its lift being adjustable by the device hereinafter described. As it rises it lifts the spindle C, which raises the valve C2 and permits the petroleum-spilt or other liquid fuel to escape from the disk B by way of the passage-wayy B3 into the interior of the pillar B2, whence it issues laterally in fine streams from the two small passages B4into the air, flowing past t-he wings E/ of the valve E upward around that pillar. The speed of the current through the apparatus is increased upon its entry into the constricted passage-way A, this increase of speed producing au aspiratory action upon the gasolene or other liquid fuel, and thus tending to maintain uniformity of the flow of liquid fuel from the orifices B4 despite any variation which may occur in the level or pressure of oil in the passage B. The air and liquid fuel meeting and ascending in the vessel A, as described, act upon the blade C3 of the fan mixing-Wheel C to rotate the wheel, and

the blades in turn react on the air and liquid,

mingling them intimately and beating up and finely subdividing the oil, the explosive mixture thus produced passing to the engine by the branch A. y

The spindle C, disk CQ valve O2, and blades C3 rise only for the suction-stroke of the engine under the action of the updraft through the apparatus which acts upon the Wheel to lift it and upon the blades C3 to spin it in the direction indicated by the arrow in Fig. 5. As soon as the updraft ceases, the wheel, continuing to spin by reason of its own momentum, screws itself down in the air and vapor in the vessel A and not only permits the spindle C to drop and close the valve C2, but also forces that valve against its seat more quickly than if gravity alone acted on it, and also more tightly, so that the valve will not reopen accidentally under the inliuence of vi-.

bration or of alteration of level of the liquid fuel, but will only lift again on the occurrence of the next suction stroke.

In this improved carbureter the necessary line division of the fuel is effected without the necessity for applying heat, and although I do not bind myself to this I prefer to employ a non-conducting casing outside the previously-mentioned vessel A to prevent any unnecessary accession of heat to the vessel, which is provided with an outer casing A2, within which a layer Ag'of a bad conductor of heat is retained against the wall of the vessel.

As the amount of fuel supplied to the engine is controlled by the extent to which the fan-wheel spindle C is raised, and, consequently, the valve C2 opened, means should be provided for varying the amount of this movement. In the example illustrated this control is eifected by a screw F, passing through the cover .A4 of the vessel A and extending down into proximity with the upper end of the spindle OF A spring-arm l1" is secured upon the outer end of the screw F, by which it may be screwed in or out, as desired. This spring-arm hasa point F2, adapted to engage with one or more depressions A5, formed in the cover A4, so as to retain the screw F in any position to which it may be adjusted for regulating the amount of lift of the valvespindle O.

It is preferred to guard against return flow of vapor and air from the carbureter by means additional to the valve E, previously mentioned, and for this purposeit is preferred to employ an air-chamber G, screwed to the lower endof the vessel A, the air passing into this chamber through, first, a wire-gauze screen G', iixed across its 'lower end, and, second, a leather-'or other suitable non-return valve G2, secured in the airway just Within the screen and forming a safeguard against return flow-additional to that afforded by the valve E.

The admission of the air through the screen or to the chamber generally may be controlled by a cap or disk H, screwed onto a stem G3, extending from the lower end of the chamber G and capable of being adjusted nearer to or farther from the screen, as desired. I have above explained that I prefer to keep this carbu reter cold, my reason for this being that I find that by introducing the explosive mixture into the cylinder of the engine at a low temperature I obtain better results than if it were introduced hot. The expansion of the cold mixture in the hot cylinder increases its pressure, and the coolness of .the entering charge reduces the' quantity of jacket water or air required or obviates the necessity for relying on an external medium for cooling the cylinder.

What I claim isp l. A carbureter for explosive-engines, coinprising a casing, a duid-inlet in the lower portion of saidv casing, an air-inlet below said duid-inlet, a valve for the fluid-inlet controlled by the action of the engine, a valve for closing the ai r-inlet, and a fan mixing-wheel connected with the Huid-inlet valve and adapted to be rotated by the inflow of the combined air and tluid,substantially as described.

2. A carbu reter for explosive-engines, comprising a casing, a duid-inlet in the lower portion of said casing, an air-inlet below said fluid-inlet, a valve for the 'Huid-inlet controlled by the action of the engine, a valve controlling the air-inlet, a fan mixing-Wheel connected with the iiuidinlet valve and adapted to be rotated by the inflow of the combined air and fluid and a tube arranged in said casing below said wheel and above the fluid and air inlets forming a restricted passage for said fluid and air, substantially as described.

3. A carbureter for explosive-engines,'com prising a casing, a disk or partition in the IOO IIO

` lower portion `of said casing provided with a duid-inlet, a vertical pillar arranged on the upper side of said disk having vertical and transverse passages communicating with said Huid-inlet and a central Y perforation `terminating in a valve-seat, a fanl mixing-Wheel y rotativeiy mounted on said pillar and vcontrolled by the action of the engine, a shaft fixed to said wheel and journaled in said perfol-ation of the pillaiga valve at the extremity with an adjustable screw leading Within said A casing, a disk or partition in the lower portion of said casing and provided with a fluidinlet, a vertical pillar arranged on the upper side of said disk, having vertical and transverse passages communicating with said iiuid-inlet and a ceniralperforation terminating in a valve-seat, a fan mixing-Wheel rotativeijv mounted on said pillar and controlled b v the action of the engine, a shaft fixed to said Wheel and journaled in said perforation of the pillar, a valve at the eX- tremity of said shaft operating in connection with said valve-seat to control the indow of the fluid, an airinlet below said duid-inlet', a valve therefor, a tube mounted in said casing and surrounding said pillar, forming a restricted passage for the air and fluid leading to said mixing-Wheel, and means at the bottom of said casing for regulating the inoW of air, substantially as described.

In Witness whereof I have hereunto set my hand in the presence of two Witnesses.

Vtfitnesses:

' WM. DoYLE,

G. DoYLE. 

